About Stalls The Truth… About Stalls Great Lakes Aviation Conference 2014 Thomas P. Turner Mastery Flight Training, Inc. .

The Truth…

About Stalls

Great Lakes Aviation Conference 2014

Thomas P. Turner

Mastery Flight Training, Inc.

www.mastery-flight-training.com

©2014 Mastery Flight Training, Inc.

www.eaglegroupusa.com


Today’s lesson:


Today’s lesson:

Don’t Stall


Today’s lesson:

Don’t Stall…unless you mean to


Loss of Control


Stall Scenarios


Type of Stalls

• Power OFF• Power ON• Accelerated


Type of Stalls

• Power OFF• Power ON• Accelerated

• Flaps UP• Flaps DOWN• Flaps

PARTIALLY EXTENDED


Critical Angle of Attack


High AoA on Final Approach

10°

16°17°


High AoA on Missed Approach/Go-Around

10°

16°17°


10° 16° 17°

High AoA on Takeoff/Initial Climb



Critical AoA


Critical AoA

Maximum Lift


Critical AoA

Maximum Lift

Best Rate of Climb


Effect of G-Load


Effect of G-Load


Bank Angle During Descent

• LITTLE to NO increase in G-load

Therefore…

• LITTLE to NO increase in stall speed


To make an airplane stall,you (or the autopilot or the trim)

must actively resist the airplane’s tendency to descend.


My CFI Experience• A36 pilot very nervous about stalls• Told him we’d just slow the plane down and

see how it handles


Pre-Stall Indications

• Pulling on the yoke



• Pulling on the yoke• Right rudder to maintain heading



• Pulling on the yoke• Right rudder to maintain heading• Decreasing noise



• Pulling on the yoke• Right rudder to maintain heading• Decreasing noise• Decreasing indicated airspeed



• Pulling on the yoke• Right rudder to maintain heading• Decreasing noise• Decreasing indicated airspeed

Release the back pressure to reduce the AoA



Angle of Attack Indicators

• Sense and display actual AoA

• Automatically account for changes in airplane weight

• More visual display of maximum-performance “speeds”



AoA Indications (Alpha Systems display)








• Slower than “normal” speeds• Individually calibrated: no consistency from

one airplane to the next• Single sensor: only accurate in coordinated

flight• No consistent training standard


NTSB Data 2003-2012


NTSB Cross-Section

C172 PA28 BE23Bonanza Cirrus Duchess

C310 Seneca BaronPC-12 TBM700/850 PA46


47%

13%

39% Fatal

Serious

None

Severity of Injury


17%

83%

Power Loss

Other

Power Loss


Takeoff

Cruise

/Man

euverin

g

Balked/M

issed

IFR Circ

ling

Landing

0%

5%

10%

15%

20%

25%

30%

35%

40%Phase of Flight


72%

28%

Power On

Power Off

Power ON vs. Power OFF


Today’s lesson:

• Stall For Proficiency• Fly to Avoid Stalls


The Truth About Stalls

• The airplane will not stall unless you (or the trim) are actively increasing back pressure on the elevators



• The airplane will not stall unless you (or the trim) are actively increasing back pressure on the elevators

• Banking when under G-load increases the speed at which the wing reaches critical AoA



• The more flap, the more dynamic the stall



• The more flap, the more dynamic the stall• A mush is as bad as a stall



• The more flap, the more dynamic the stall• A mush is as bad as a stall• Uncoordinated flight increases the AoA on

the low wing, and may not provide stall warning or AoA indications



• Power ON stall crashes outnumber power OFF crashes THREE to ONE




• 55% of all stalls happen on takeoff, go around or missed approach




• 55% of all stalls happen on takeoff, go around or missed approach

• 20% of stalls occur during a loss of engine power—many of those fuel management-related


Mitigations

• Fuel• Be prepared so sensations are instinctive

if an engine quits• Regular practice on stalls and high AoA• Density altitude• Pitch attitudes• Trim for the missed


www.eaglegroupusa.com

The Truth…

About Stalls

Free FLYING LESSONS Weekly e-newsletter

Thomas P. Turner

Mastery Flight Training, Inc.

www.mastery-flight-training.com

About Stalls The Truth… About Stalls Great Lakes Aviation Conference 2014 Thomas P. Turner Mastery Flight Training, Inc. .

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